U.S. patent application number 17/181844 was filed with the patent office on 2021-06-10 for swift charge mobile storage.
This patent application is currently assigned to GREEN MACHINE POWER LLC. The applicant listed for this patent is GREEN MACHINE POWER LLC. Invention is credited to Erik Ellis.
Application Number | 20210170897 17/181844 |
Document ID | / |
Family ID | 1000005431602 |
Filed Date | 2021-06-10 |
United States Patent
Application |
20210170897 |
Kind Code |
A1 |
Ellis; Erik |
June 10, 2021 |
SWIFT CHARGE MOBILE STORAGE
Abstract
A mobile, energy-storing DC fast charger may be easily moved
from a low-cost charging hub to a different secondary
vehicle-charging location. This allows grid charging to occur at a
remote, low-cost location that does not require the electrical
service upgrades that would be necessary for construction of a new
charging station at a location where it is desired to serve EV
customers. Once charged at the low-cost hub, a mobile unit may be
delivered to various remote locations for charging of electric
vehicles at a low total lifecycle cost. The mobile units may be
configured to provide AC and DC services for electric customers in
addition to the EV services. Examples of such services include the
supply of electric generation capacity for utilities and
peak-shaving services for commercial and industrial customers, the
provision of temporary power for construction facilities, and
backup power to off-grid customers.
Inventors: |
Ellis; Erik; (Phoenix,
AZ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GREEN MACHINE POWER LLC |
Phoenix |
AZ |
US |
|
|
Assignee: |
GREEN MACHINE POWER LLC
Phoenix
AZ
|
Family ID: |
1000005431602 |
Appl. No.: |
17/181844 |
Filed: |
February 22, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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PCT/US2019/049282 |
Sep 3, 2019 |
|
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17181844 |
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62726901 |
Sep 4, 2018 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60L 53/64 20190201;
B60L 53/53 20190201; B60L 53/11 20190201; B60L 53/63 20190201; B60L
53/68 20190201 |
International
Class: |
B60L 53/53 20060101
B60L053/53; B60L 53/63 20060101 B60L053/63; B60L 53/64 20060101
B60L053/64; B60L 53/68 20060101 B60L053/68 |
Claims
1. A method, comprising: charging energy storage devices in a fleet
of one or more mobile direct-current electric-vehicle chargers
(MCUs) at a first location; and transporting the MCUs to one or
more secondary locations at which the MCUs are to be used to charge
one or more electric vehicles.
2. The method of claim 1, comprising retrieving an MCU having a
partially or fully discharged energy storage device from one of the
secondary locations and recharging the energy storage device at the
first location.
3. The method of claim 1, comprising transporting one of the MCUs
from one of the secondary locations to another location at which it
is to be used to charge one or more electric vehicles.
4. The method of claim 1, comprising dispatching a service
technician to one of the MCUs in response to an electronic signal
from the MCU.
5. The method of claim 4, wherein dispatching the service
technician comprises sending a request to the service technician as
an electronic signal.
6. The method of claim 1, comprising dispatching a service
technician to one of the MCUs in response to an electronic signal
received from one or more electrical vehicle operators or
passengers.
7. The method of claim 1, comprising transmitting a signal to an
electric vehicle driver or an electric vehicle passenger providing
the location of one or more MCUs.
8. The method of claim 7, comprising transmitting a signal to the
electric vehicle driver or the electric vehicle passenger reporting
the charge status of the one or more MCUs.
9. The method of claim 7, comprising transmitting a signal to the
electric vehicle driver or to the electric vehicle passenger
concerning reserving a time to charge the electric vehicle from one
of the MCUs.
10. The method of claim 1, comprising charging the energy storage
devices during a period of reduced electric power rates.
11. The method of claim 1, comprising charging the energy storage
devices during a time period that avoids some or all utility demand
charges.
12. The method of claim 1, comprising discharging at least one of
the energy storage devices into an electric power grid from which
it was charged
13. The method of claim 1, comprising discharging at least one of
the energy storage devices into an electric power grid other than
an electric power grid from which it was charged.
14. The method of clam 1, comprising charging a plurality of
electric vehicles using one of the mobile direct-current
electric-vehicle chargers at one of the secondary locations.
15. The method of claim 1, wherein the MCUs are configured to
charge electric vehicles at a direct current charging rate of 50 KW
or greater.
16. The method of claim 15 wherein the MCUs are configured to
charge electric vehicles at a direct current charging rate of 100
KW or greater.
17. The method of claim 16, wherein the MCUs are configured to
charge electric vehicles at a direct current charging rate of 200
KW or greater.
18. The method of claim 17, wherein the MCUs are configured to
charge electric vehicles at a direct current charging rate of 400
KW or greater.
19. The method of claim 1, wherein the energy storage devices each
have a full energy charge capacity of greater than or equal to 100
kWh.
20. The method of claim 19, wherein the energy storage devices each
have a full energy charge capacity of greater than or equal to 400
kWh.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of International Patent
Application No. PCT/US19/49282 filed Sep. 3, 2019.
PCT/US2019/049282 claims benefit of priority to U.S. Provisional
Patent Application 62/726,901 filed Sep. 4, 2018. Each of these
priority applications is incorporated herein by reference in its
entirety.
FIELD OF THE INVENTION
[0002] The invention relates generally to storing electric energy
and to charging electric vehicles.
BACKGROUND
[0003] Nearly all major automakers are bringing 100% electric
vehicles to market that seek to rival traditional passenger cars in
form, fit, and function. Until recently, these cars were limited in
their range, which was typically 100 miles. Newer EV models now
have the ability to drive over 200 miles on a single charge, seen
by many analysts as a key threshold. Examples are the Chevy Bolt
(225-mile range) and the Tesla Model 3 (210-310 mile range). As
lithium-ion battery prices and costs for EVs continue to decline,
electric vehicles should similarly decline in price and, due to
numerous performance advantages like acceleration, convenience, and
lower maintenance costs, 200+ mile EVs have the potential to become
consumers' car of choice. There is one major commercial barrier,
however: charging stations. For the market in EVs to really scale,
there needs to be a broad charging solution that is similar in
convenience to gasoline filling stations.
[0004] The energy capacity in a battery pack on a 200-mile EV is
typically 50 kWh or greater. In the United States today, there are
currently about 2500 so-called DC "fast-charging" stations, the
vast majority of which are 50 kW in size. At a 50 kW charge rate,
it will take a 200+ mile EV over one hour to charge.
[0005] That is a major problem in scaling EVs. Few consumers want
to wait a full hour to charge their car on a long-range trip. This
is the reason why some manufacturers in the European auto industry
are examining moving to a standard of 350 kW for EV DC fast
charging. At a 350 kW charge rate, it will take a 200-mile EV with
a 50 kWh battery pack about 10 minutes to charge, which will be
comparable in experience to filling up a car with gasoline.
[0006] As the auto industry works to increase the charging rate
that EVs can handle to the 200 kW and up range, there is a
corresponding need to build out nationwide charging infrastructure
that can provide DC fast charging at rates of 200 kW and higher. At
a charge rate of 200 kW, a 50 kWh battery pack can be fully charged
in as little as 15 minutes. However, such a charge rate leads to a
second element in the EV scale-up problem: DC fast charging
stations in the 100 kW and up size range are expensive and risky to
build, primarily due to the mismatch between cost and expected
revenue from a new EV charging station.
[0007] A late-2017 study by Dubois & King for the Vermont
Energy Investment Corporation found that EV DC fast-charging
stations (DCFC) in the 120 kW range will cost on the order of $110K
merely to physically connect the DCFC to the grid. On top of that,
there is the equipment cost for the DCFC (estimated by D&K to
be another $100K). A third expense for those same 120 kW fast
charging stations--if installed without energy storage--are the
annual utility demand charges of $20,000 per year which, on a
net-present-value (NPV) basis, is about $280,000.
[0008] Scaling these figures (and applying some efficiencies of
scale) means that a 200- or 300-kW DC fast charging station that
delivers instantaneous power from the grid will cost on the order
of $200K to build and could face utility demand charges on the
order of $500K NPV. This means that a DC fast charger in the 200 kW
range will have to generate revenue in the $700K range to simply
break even. If one assumes a parity-with-gasoline cost of $3 (which
is $25 for a 250-mile fill-up @ 30 mpg), that translates to 28,000
charges for a simple payback, or 19 years assuming four complete
charges per day from the DC fast charger. Most businesses look for
a two-year simple payback. Speculative businesses even shorter.
[0009] Thus, there is significant barrier if the electric and
automotive industries are to scale to provide the DC fast charging
infrastructure that is needed in a cost-effective manner. EVs will
not scale if there is not a robust charging infrastructure in
place, and the charging infrastructure will not happen until a much
lower-cost solution is found for the chargers. Indeed, according to
Bloomberg New Energy Finance (BNEF), low-cost DC fast charging is
likely to be the most significant barrier to scale-up of EVs.
Writing in their 2017 Annual Electric Vehicle Outlook, BNEF states:
"Even when EVs have reached cost parity with internal combustion
engine vehicles, lack of home charging [for car-owners without
homes] will be a significant barrier to adoption and will restrict
EV sales from reaching 100%. In our models, many countries that
grab an early lead in EV adoption (China, U.S., parts of Europe)
hit this `infrastructure cap` in the mid-2030s and sales growth
slows significantly."
[0010] Many EV charging providers like ChargePoint--arguably
America's leading EV charging solution provider--are working on
solutions that involve battery storage as a means of managing the
costly utility demand charges. The current thinking is to install
battery storage at the location of the stationary charger in a
20-year type of installation. Storage adds to the capital cost but
helps to avoid the utility demand charges, which are applied if
electricity use occurs during the peak period, typically in the
period from 12 noon-8 PM weekdays. The charges are on the order of
$20 per kW-month, which translates to $4,000 per month for a 200 kW
charger if charging occurs during the utility's peak period. These
demand charges are generally avoided or reduced if an adjacent
battery is able to charge during the off-peak hours and then
provide the power to the DC fast charger during the utility's peak
period, instead of that power coming from the grid.
[0011] A web survey of the large EV charging companies indicates
that this conventional thinking is broadly shared; i.e., that the
best use of storage is to permanently install it at the fixed
location of the DC fast charger.
[0012] Unfortunately, the approach of providing stationary storage
along with a fixed DC fast charger is still inherently expensive.
Consider, for example, the infrastructure changes necessary to
install a 200 kW charging station at a typical location like a gas
station. Assuming a given gas station (in the US) has 480V, 3-phase
service, at this voltage, there is approximately 1.2 amps per kVA.
Assuming a 90% charger/circuit efficiency, a 200 kW fast charger
will draw (200.times.1.2)/(0.90)=265 Amps. Since the regulatory
code will likely consider this a continuous load, a 1.25 safety
factor will be required: 265 amps.times.1.25=331 Amps. Most gas
stations, depending on size, won't have anywhere near 331 Amps of
unused electrical service capacity. Furthermore, it's more likely
that an existing gasoline service station has a single-phase
service entrance section (SES). Alternately, it could have a three
phase 120/208 volt SES. In either case, a new utility feed and a
new SES would be required.
[0013] Consequently there are at least nine different physical
upgrades typically needed to install a new DC fast charger at such
a location. Three must be made by the electric utility, and six by
the gas-station host. Utility upgrades include a new underground
(UG) 12 to 21 kV primary electric service extension, a 3 Phase, (12
to 21 kV)/480V pad-mounted step-down transformer, and underground
service conductors and metering equipment between the step down
transformer and the electrical service entrance section (SES).
Customer (DC fast-charger host) upgrades include a new, dedicated
400-Amp UG SES, including support structure and/or a concrete pad
for the SES, a 400-Amp circuit breaker, 331+/-Amp underground
feeder from the SES to the charger station including underground
cable, trench, and conduit, the DC Fast Charger and its pad,
battery storage (if desired), and a new 480V to 120/240/208
dry-type step-down transformer to service the original electric gas
station loads.
SUMMARY
[0014] In order for electric vehicles (EVs) to move from a niche
position in the automotive market to the dominant car of choice, a
robust national electric DC fast-charging (DCFC) infrastructure is
required that can provide fast fill-ups (10 min or less) to EVs.
Currently, costs to build that national infrastructure are
prohibitively high. This specification presents a low-cost solution
using mobile, energy storing, electric-vehicle DC fast-charging
units.
[0015] As they are fundamentally an electric-energy storage device,
the same mobile charge units (MCU) can be further configured to
provide a number of AC or DC power services to utilities, utility
customers, and off-utility-grid customers. It is expected that a
given mobile charge unit could, over its useful life, provide a
variety of EV, grid-connected, and off-grid services from one
single platform.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] FIG. 1 illustrates a mobile charging unit (MCU) as used in
some variations of the present invention.
[0017] FIG. 2 illustrates a charging hub service area as per some
variations of the present invention.
[0018] FIG. 3 illustrates an electrical 1-line diagram of an
example MCU charging hub.
[0019] FIG. 4 illustrates an example system for marketing and
managing a fleet of MCUs.
[0020] FIG. 5 illustrates an example computer architecture that may
be used to implement embodiments of the present disclosure, for
example, the mobile devices and computer servers for implementing
the example MCU marketing and management system of FIG. 4.
DETAILED DESCRIPTION
[0021] The following detailed description should be read with
reference to the drawings, in which identical reference numbers
refer to like elements throughout the different figures. The
drawings, which are not necessarily to scale, depict selective
embodiments and are not intended to limit the scope of the
invention. The detailed description illustrates by way of example,
not by way of limitation, the principles of the invention. This
description will clearly enable one skilled in the art to make and
use the invention, and describes several embodiments, adaptations,
variations, alternatives and uses of the invention, including what
is presently believed to be the best mode of carrying out the
invention. As used in this specification and the appended claims,
the singular forms "a," "an," and "the" include plural referents
unless the context clearly indicates otherwise.
[0022] This specification presents a cost-saving alternative to the
traditional, fixed-station DC fast-charging mindset: a mobile,
energy storing, DC fast charger that can be easily moved from a
charging hub to a different, vehicle-charging location. This
approach does not require the electrical service upgrades described
above for a stationary DC fast charger located at the site at which
vehicles are charged. In some variations this approach allows grid
charging of the mobile DC fast charger to occur at a remote
low-cost location (i.e., a charging hub), for example at night or
at other periods during which the cost of electricity is low. Once
charged at the charging hub, a mobile unit can then be delivered to
various remote locations for charging of electric vehicles at a
much lower total lifecycle cost.
[0023] The mobile DC fast charger may store energy chemically,
electrically, mechanically, or by any other suitable storage
mechanism. For example, the mobile DC fast charger may store energy
in one or more electric batteries (e.g., Lithium-ion batteries),
one or more flow batteries, one or more capacitors, or in one or
more spinning flywheels. In such cases the electric batteries and
or capacitors may be electrically recharged from the grid at a
charging hub, the flow batteries may be recharged with fresh
electrolytes delivered to the mobile charger or loaded at a
charging hub, and spinning flywheels may be recharged from the grid
at a charging hub using an electrically powered drive to spin up
the flywheel.
[0024] FIG. 1 depicts an MCU 100 comprising an energy storage
device 105 mounted on a trailer 110. Energy storage device 105 is
configured for example to provide a DC fast charge of 200 kW with
400 kWh of stored energy through one or more EV DC fast-discharging
ports 115, or six complete 65 kWh EV fill-ups. In the illustrated
example, energy storage device 105 is or comprises one or more
Lithium-ion batteries, which may be charged via a 480 VAC charging
port 125. Trailer 110 may have physical dimensions allowing it to
easily fit in a standard automobile parking space. As further
described below, storage device 105 may also comprise one or more
480 VAC discharge ports 120.
[0025] The MCUs can be built with materials that are commercially
available today, such as for example: 1) Lithium-ion battery cells,
2) bi-directional inverters, 3) manufacturer battery management
systems, 4) DC fast charging components, cables and plugs, 5)
wireless communication equipment for remote monitoring of the
health of the units, as well as for processing of commercial
transactions, 6) local, remote credit- and debit-card
transaction-processing systems, and 6) a master control system that
manages overall operation and control of the unit.
[0026] An alternate version of the MCUs using the high-level
components described above lacks a bi-directional inverter.
Instead, a one-directional or bi-directional inverter is installed
at the charging hub. This would realize a savings in that the total
number of inverters could be reduced from the total count of MCUs
being serviced by the hub to the smaller number of MCUs that can be
charged simultaneously at the charging hub.
[0027] As explained above, a series of these mobile EV chargers may
be charged at one or more low-cost charging locations (hubs) and
then deployed within a reasonable radius/distance from hub to
provide daytime charging needs. FIG. 2 demonstrates how one
charging hub 200 could service a geographical area within, for
example, a typical 10-mile service radius 210.
[0028] As further discussed below, the charging hub may
advantageously be located at an existing location on the grid
having suitable electrical service that is unused during portions
of the day, and thus available to charge MCUs. An alternative to
tapping into existing commercial and industrial circuits is to
procure an existing, low-cost location (e.g., a warehouse) where
the charging can be done. FIG. 3 illustrate the electrical
infrastructure and upgrades that might be necessary to charge four
MCU simultaneously at a charging hub. No utility upgrades are
likely to be required. The electrical infrastructure includes
utility service 300 of typically 12 to 21 kV, existing primary
underground cable extension 305, existing 480 V step-down
transformer 310, existing secondary underground cable and conduit
315, and existing 1200 amp (or larger) service entrance section
320. Upgrades include four 400-Amp circuit breakers 325, and
331+/-Amp underground feeder(s) 330 from the service entrance
section to the charger stations for the MCUs, including underground
cable, trench, and conduit. Pavement and other repairs to streets
and parking lots needed for the underground service runs may also
be needed.
[0029] FIG. 4 is a block diagram schematically showing an example
system 400 for marketing and managing a fleet of MCUs 100, with the
various software and hardware elements in the system optionally
communicating with each other wirelessly and/or through the
internet 405. Although only one MCU is shown in FIG. 4, the fleet
of MCUs may comprise for example one or more, two or more, ten or
more, twenty or more, fifty or more, or one hundred or more
MCUs.
[0030] Referring to FIG. 4, EV Driver/customer smart-phone App 410
provides location-based information to the App user regarding where
MCUs are located and providing EV-charging services in the App user
area, or in an area where the App user might be traveling to in the
future. Step-by-step navigation can guide the App user to a
selected MCU, which will typically (but not necessarily) be the
closest MCU to the App user. The App may include a reservation
system, by which the App user can reserve an EV-charging session at
a given location for a specific block of time. The App may provide
for prepayment of the service. The App may also include a voting
system by which App users can vote and make suggestions where MCUs
should be parked on given days, so that the MCU fleet owner or
operator can be informed on where to located future MCUs so EV
drivers can access them for EV-charging services. The App may allow
and customer to view estimated future demand-based pricing, and to
view personal history (e.g., number of charges, average kWh, total
kWh, total green kWh, average cost, total cost). App 410 may be
downloaded in a typical smart-phone App store to the EV-driver's
(or another's) phone or smart device. App 410 may instead be
downloaded and used from a tablet or other computer device.
Although only one App 410 is shown in FIG. 4, system 400 typically
includes many such EV/customer Apps.
[0031] A control center 415 allows an operator to remotely monitor
the entire MCU fleet or a subset of the fleet for system status,
health, alarms, MCU energy storage (e.g., battery) state of charge,
and other diagnostic information. The control center may also
analyze hub and fleet performance (kWh, charge costs, revenues,
etc.), maintain/modify the fleet deployment calendar, and
communicate with and respond to requests from hosts, customers (EV
drivers and/or passengers), and service technicians. The control
center communicates, for example, via a cloud-based platform
whereby a server connected to the cloud communicates with
individual MCUs in the field via cellular, radio, fiber, or other
standard means of communication and presents this information to
the operator via a human-machine interface. The operator can issue
remote commands from the control center in real-time and/or adjust
system settings on one or more MCUs on a time- or conditions-based
basis and send information and/or service requests to technicians
in the field. Although only one control center 415 is shown in FIG.
4, system 400 may comprise one or more such control centers.
[0032] A Field Technician App 420 (FTA) provides a technician with
the ability to monitor the fleet of MCUs in his/her service
territory for health, condition, state of charge, and other
diagnostic information. The field technician can also receive
service requests from the control center 415 from time to time and
send information back in return to the control center via the FTA
420. The FTA may include a service-log element to remind the
technician what kinds of services are needed and when, as well as
to enter dates, times, and other measurement and diagnostic
information into the FTA for record-keeping. The FTA may minimize
total travel time for the technician by optimizing routes to MCUs
requiring service. FTA 420 may be downloaded to a tablet or other
smart device that a technician can use in the field, or to any
other suitable computer device. Although only one FTA 420 is shown
in FIG. 4, system 400 typically includes one or more such Field
Technician Apps, depending on the number of field technicians
employed in maintaining the system.
[0033] A Site-Host App (SHA) 425 may be accessed and used by a
grocery, retail, or other site host who has given authorization for
an MCU to be parked at their facility. The SHA may be used by a
site host to, for example, request/bid on and reserve future dates
and quantities of delivery of MCUs, to rent/lease MCUs for on-site
power (e.g., construction, events), and to procure back-up power.
The SHA, when downloaded to a smart device and given the customer
user permissions to monitor the local units, can present various
pieces of information to the site host that he/she may be
interested in. Such information may include the number of charging
sessions, the duration of the sessions, state of charge of a given
MCU, and the like, and may be tied to customer behavior in their
store (such as purchases) through linkage of credit-card and other
information. Although only one SHA 425 is shown in FIG. 4, system
400 typically includes one or more such Site Host Apps, depending
on the number of site hosts operating in the system.
[0034] Taken comprehensively, the MCU-based EV-charging design,
coupled with some or all of the elements of example system 400
described above, should realize significant savings and overall
life-cycle cost effectiveness compared to a stationary DC
fast-charger solution. Consider for example the following
advantages to such an approach.
[0035] Speed to market. Rather than install a fixed location DC
fast charger, a gas station operator (or similar) can instead
request delivery of a mobile DC fast charger. Within a day or two,
for example, a mobile, fully charged DC fast charging station
arrives from a local provider. There is no need to tear up the
parking lot and significantly upgrade the capacity of the
electrical service, and little or no design or permitting required.
The speed to market to deliver a solution to a customer happens
within days, rather than months.
[0036] Demand-charge savings. A second cost-saving efficiency comes
from the ability of a mobile charge unit to charge when a utility's
demand charges are either zero or at a much lower off-peak rate. As
discussed earlier, utilities apply charges to their customers for
energy delivered (kWh) and demand (kW, determined by the maximum 15
minutes of kW load during the peak period in a given month;
typically between 11 AM and 9 PM weekdays). Most utilities charge
only for on-peak demand, which runs around $15 to $20 per kW-month.
A smaller subset of utilities not only apply an on-peak demand
charge, but also assess an off-peak demand charge of $5 to $10 per
kW month (for the maximum 15-minute demand interval that occurs
during the off-peak period). By charging the MCUs at off-peak,
nearly all demand-charges can be eliminated, resulting in
significant NPV savings per DCFC.
[0037] Reduced cost to physically connect to the grid. A third cost
efficiency with a mobile, trailer-mounted or autonomous-driving
solution comes by leveraging existing, low-cost places of
interconnection of the DCFC to the grid. There are a great many
places in the grid where MWs of electrical service to existing
customers have already been installed that goes nearly fully
unutilized at night. That is because the lights, AC, and other
equipment that many customers run during the day are often not
powered at night. Examples of customers that have large daytime and
nighttime differences in their power use include churches,
elementary and secondary schools, municipal locations, and various
medium to large commercial and industrial electric customers. Many
of these utility customers have existing, high-capacity circuits at
480 VAC, which is the ideal, standard input voltage for
commercially available bi-directional battery inverters that would
be installed on a mobile charging unit. By arranging charging at a
remote facility where one or more of these existing electric
circuits are readily available for nighttime charging, followed by
an early morning run over to a remote daytime parking location
where DC fast charging services to electric vehicles can be
provided, significant savings can be realized in the cost to
connect the MCU to the grid.
[0038] Lower host-transaction costs for the DCFC solution provider.
A fourth efficiency comes in the form of being able to simplify the
significant legal and transaction costs associated with getting
DCFCs installed. Chosen well, there can be a variety of charging
station hubs that can charge not only one or two mobile batteries
at low cost, but ten, twenty, or even fifty units. Once a suitable
hub is secured, the incremental step of getting the MCUs deployed
within a 10-mile (illustrative) service radius should be relatively
straightforward (and inexpensive).
[0039] This should allow significant savings in transaction costs
between the DCFC station owner and the host of the facility--like a
grocery store--where the DCFC will provide EV charging services
over the course of a day. That's because the contract that's needed
can be month-to-month, and thus considerably cheaper to negotiate
and close, instead of a 10- to 20-year contract.
[0040] To get a sense of what these savings could be, consider that
the National Renewable Energy Lab (NREL) compiles the solar
industry customer transaction costs associated with solar leases
and solar power purchase agreements (PPAs) between installers and
hosts. In many respects, the commercial structure of a solar PPA
and a fixed location DCFC station are comparable. Similarities
include negotiating a fee to lease the host's property for a 10- to
20-year basis, installing electrical power equipment behind the
host's utility electric billing meter, determining how to handle
flows and credits of electric power behind the billing meter,
issues of indemnification, access and egress, and so on.
[0041] In their 2017 annual report (Ran Fu et al, US Solar
Photovoltaic System Cost Benchmark: Q1 2017, NREL, 2017, p. 31),
NREL reported that the customer transaction costs (which they call
"customer acquisition costs") for solar systems installed in the
10- to 2000-kW range were $0.42/Watt. Translating these to a 200 kW
DCFC yields an estimated transaction cost of $80,000 per DCFC.
There are reasons to think that the transactions costs for DCFC
leases could be lower than those for solar systems, but even if the
savings are lower by a factor of four, the transaction cost would
still be $20,000 per 200 kW DCFC.
[0042] With the mobile charging solution described herein, such
transaction costs can be reduced by a factor of ten or more, simply
due the much lower number of complicated, long-term contracts (for
example, 10 for a fixed location charger strategy versus 1 for a
strategy using mobile charging units and a low-cost charging
hub).
[0043] For a variety of reasons, fixed-location DC fast charging
stations are likely to experience cost, schedule, and risk
challenges in meeting the charging needs of a rapidly growing EV
market. Mobile DC fast-charging units as described herein represent
a compelling solution that can incrementally scale to meet the
charging needs of the growing EV market.
[0044] FIG. 5 illustrates an example computer architecture that may
be used to implement embodiments of the system 400 described above
as well as related methods. The example computer architecture may
be used for implementing one or more components described in the
present disclosure including, but not limited to, mobile devices,
computer servers for supporting operation of system 400 and other
computerized devices. One embodiment of architecture 500 comprises
a system bus 520 for communicating information, and a processor 510
coupled to bus 520 for processing information. Architecture 500
further comprises a random access memory (RAM) or other dynamic
storage device 525 (referred to herein as main memory), coupled to
bus 520 for storing information and instructions to be executed by
processor 510. Main memory 525 also may be used for storing
temporary variables or other intermediate information during
execution of instructions by processor 510. Architecture 500 may
also include a read only memory (ROM) and/or other static storage
device 526 coupled to bus 520 for storing static information and
instructions used by processor 510.
[0045] A data storage device 521 such as a magnetic disk or optical
disc and its corresponding drive may also be coupled to
architecture 500 for storing information and instructions.
Architecture 500 can also be coupled to a second I/O bus 550 via an
I/O interface 530. A plurality of I/O devices may be coupled to I/O
bus 550, including a display device 543, an input device (e.g., an
alphanumeric input device 542, a cursor control device 541, and/or
a touchscreen device).
[0046] The communication device 540 allows for access to other
computers (e.g., servers or clients) via a network. The
communication device 540 may comprise one or more modems, network
interface cards, wireless network interfaces or other interface
devices, such as those used for coupling to Ethernet, token ring,
or other types of networks.
[0047] The following numbered clauses provide additional
non-limiting aspects of the disclosure.
[0048] A1. A method, comprising: [0049] charging an electric
battery in a mobile direct-current electric-vehicle charger at a
first location at a direct-current charging rate of 50 kW or
greater for the purpose of storing the energy for later use; [0050]
transporting the partially or fully charged mobile electric-vehicle
charger to a second location; and [0051] using the partially or
fully charged mobile electric-vehicle charger to charge one or more
electric vehicles at the second location at a direct-current
charging rate of 50 kW or greater.
[0052] A2. The method of clause A1, comprising charging the
direct-current electric-vehicle charger at the first location at a
direct-current charging rate of 200 kW or greater, or of 400 kW or
greater.
[0053] A3. The method of clause A1 or clause A2, wherein the
electric battery has a full energy charge capacity of greater than
or equal to 100 kWh, or greater than or equal to 400 kWh.
[0054] A4. The method of any of clause A1-A3, wherein the mobile
direct-current electric-vehicle charger comprises one or more
electric-vehicle direct-current charging discharge ports and one or
more 480 volt alternating current discharge ports.
[0055] A5. The method of any of clause A1-A4, wherein the first
location comprises 12 kV to 21 kV alternating current primary
electric service, and/or other voltages that are considered to be
medium-voltage class service, coupled to a 3-phase 12 kV to 21
kV/480 V (or similar) transformer used to charge the electric
battery. Secondary (480 VAC) and transmission-level (69 kV and up)
voltages may be used to charge the MCU as well.
[0056] A6. The method of clause A5, wherein the primary electric
service at the first location also serves a commercial or
industrial facility at or adjacent to the first location.
[0057] A7. The method of any of clause A1-A6, wherein the second
location is adjacent to or comprises a commercial facility.
[0058] A8. The method of clause A7, wherein the commercial facility
is or comprises an automobile service station providing liquid fuel
for automobiles.
[0059] A9. The method of any of clause A1-A8, comprising charging
the electric battery at night.
[0060] A10. The method of any of clause A1-A9, comprising charging
the electric battery during a period of reduced electric power
rates.
[0061] A11. The method of any of clause A1-A10, comprising charging
the electric battery during a time period that avoids some or all
utility demand charges.
[0062] A12. The method of any of clause A1-A11, comprising
discharging the electric battery into the electric power grid from
which it was charged.
[0063] A13. The method of any of clause A1-A12, comprising having
the mobile electric-vehicle charger retrieved from the second
location and then recharging it.
[0064] A14. A method, comprising: [0065] charging an electric
battery in a mobile direct-current electric-vehicle charger at a
first location at a direct current charging rate of 50 kW or
greater for the purpose of storing the energy for later use; and
[0066] having the partially or fully charged mobile
electric-vehicle charger transported to a second location at which
the mobile electric-vehicle charger may be used to charge one or
more electric vehicles at a direct current charging rate of 50 kW
or greater.
[0067] A15. The method of clause A14, wherein at the second
location the mobile electric-vehicle charger may be used to charge
one or more electric vehicles at a direct current charging rate of
200 kW or greater, or of 400 kW or greater.
[0068] A16. The method of clause A14 or clause A15, wherein the
electric battery has a full energy charge capacity of greater than
or equal to 100 kWh or greater than or equal to 400 kWh.
[0069] A17. The method of any of clauses A14-A16, wherein the
mobile direct-current electric vehicle charger comprises one or
more electric-vehicle direct-current charging discharge ports and
one or more 480 volt alternating current discharge ports.
[0070] A18. The method of any of clauses A14-A17, wherein the first
location comprises 12 kV to 21 kV alternating current primary
electric service coupled to a 3 phase 12 kV to 21 kV/480 V
transformer used to charge the electric battery.
[0071] A19. The method of clause A18, wherein the primary electric
service at the first location also serves a commercial or
industrial facility at or adjacent to the first location.
[0072] A20. The method of any of clauses A14-A19, wherein the
second location is adjacent to or comprises a commercial
facility.
[0073] A21. The method of clause A20, wherein the commercial
facility is or comprises an automobile service station providing
liquid fuel for automobiles.
[0074] A22. The method of any of clauses A14-A21, comprising
charging the electric battery at night.
[0075] A23. The method of any of clauses A14-A22, comprising
charging the electric battery during a period of reduced electric
power rates.
[0076] A24. The method of any of clauses A14-A23, comprising
charging the electric battery during a time period that avoids some
or all utility demand charges.
[0077] A25. The method of any of clauses A14-A24, comprising
discharging the electric battery into the electric power grid from
which it was charged.
[0078] A26. The method of any of clauses A14-A25, comprising having
the mobile electric vehicle charger retrieved from the second
location and then recharging it.
[0079] A27. A method comprising: [0080] requesting delivery to a
second location of a fully or partially charged mobile direct
current electric vehicle charger that comprises a battery that has
been charged at a first location at a direct current charging rate
of 50 kW or greater for the purpose of storing the energy for later
use; and [0081] using the mobile electric vehicle charger to charge
one or more electric vehicles at the second location at a direct
current charging rate of 50 kW or greater.
[0082] A28. The method of clause A27, comprising using the mobile
electric vehicle charger to charge one or more electric vehicles at
the second location at a direct current charging rate of 200 kW or
greater or of 400 kW or greater.
[0083] A29. The method of clause A27 or clause A28, wherein the
electric battery has a full energy charge capacity of greater than
or equal to 100 kWh or greater than or equal to 400 kWh.
[0084] A30. The method of any of clauses A27-A29, wherein the
mobile direct-current electric-vehicle charger comprises one or
more electric vehicle direct-current charging discharge ports and
one or more 480 volt alternating current discharge ports.
[0085] A31. The method of any of clauses A27-A31, wherein the first
location comprises 12 kV to 21 kV alternating current primary
electric service coupled to a 3 phase 12 kV to 21 kV/480 V
transformer used to charge the electric battery.
[0086] A32. The method of clause A31, wherein the primary electric
service at the first location also serves a commercial or
industrial facility at or adjacent to the first location.
[0087] A33. The method of any of clauses A27-A32, wherein the
second location is adjacent to or comprises a commercial
facility.
[0088] A34. The method of clause A33, wherein the commercial
facility is or comprises an automobile service station providing
liquid fuel for automobiles.
[0089] A35. The method of any of clauses A27-A34, wherein the
electric battery was charged at night.
[0090] A36. The method of any of clauses A27-A35, wherein the
electric battery was charged during a period of reduced electric
power rates.
[0091] A37. The method of any of clauses A27-A36, wherein the
electric battery was charged during a time period that avoids some
or all utility demand charges.
[0092] B1 A method, comprising: [0093] charging energy storage
devices in a fleet of one or more mobile direct-current
electric-vehicle chargers (MCUs) at a first location; and [0094]
transporting the MCUs to one or more secondary locations at which
the MCUs are to be used to charge one or more electric
vehicles.
[0095] B2. The method of clause B1, wherein the fleet comprises two
or more MCUs.
[0096] B3. The method of clause B1, comprising transporting at
least one of the MCUs to its secondary location in response to a
request received as one or more electronic signals from a host
entity at the secondary location.
[0097] B4. The method of clause B1, comprising transporting at
least one of the MCUs to its secondary location in response to one
or more requests received as one or more electronic signals from
one or more electric vehicle operators or passengers.
[0098] B5. The method of clause B1, comprising retrieving an MCU
having a partially or fully discharged energy storage device from
one of the secondary locations and recharging the energy storage
device at the first location.
[0099] B6. The method of clause B5, comprising retrieving the MCU
in response to an electronic signal received from the MCU reporting
the charge in the energy storage device.
[0100] B7. The method of clause B5, comprising retrieving the MCU
in response to an electronic signal received from an entity hosting
the MCU at one of the secondary locations.
[0101] B8. The method of clause B1, comprising transporting one of
the MCUs from one of the secondary locations to another location at
which it is to be used to charge one or more electric vehicles.
[0102] B9. The method of clause B8, comprising transporting the MCU
to the other location in response to an electronic signal from a
host entity at the other location.
[0103] B10. The method of clause B8, comprising transporting the
MCU to the other location in response to one or more electronic
signals received from one or more electric vehicle drivers or
passengers.
[0104] B11. The method of clause B1, comprising dispatching a
service technician to one of the MCUs in response to an electronic
signal from the MCU.
[0105] B12. The method of clause B11, wherein dispatching the
service technician comprises sending a request to the service
technician as an electronic signal.
[0106] B13. The method of clause B1, comprising dispatching a
service technician to one of the MCUs in response to an electronic
signal received from one or more electrical vehicle operators or
passengers.
[0107] B14. The method of clause B1, comprising transmitting a
signal to an electric vehicle driver or an electric vehicle
passenger providing the location of one or more MCUs.
[0108] B15. The method of clause B14, comprising transmitting a
signal to the electric vehicle driver or the electric vehicle
passenger reporting the charge status of the one or more MCUs.
[0109] B16. The method of clause B14, comprising transmitting a
signal to the electric vehicle driver or to the electric vehicle
passenger concerning reserving a time to charge the electric
vehicle from one of the MCUs.
[0110] B17. The method of clause B1, comprising charging the energy
storage devices during a period of reduced electric power
rates.
[0111] B18. The method of clause B1, comprising charging the energy
storage devices during a time period that avoids some or all
utility demand charges.
[0112] B19. The method of clause B1, comprising discharging at
least one of the energy storage devices into an electric power grid
from which it was charged.
[0113] B20. The method of clause B1, comprising discharging at
least one of the energy storage devices into an electric power grid
other than an electric power grid from which it was charged.
[0114] B21. The method of clause B1, comprising charging an
electric vehicle using one of the mobile direct-current
electric-vehicle chargers at one of the secondary locations.
[0115] B22. A method comprising: [0116] requesting delivery to a
second location of one or more of a fleet of one or more MCUs each
comprising an energy storage device charged at a first
location.
[0117] B23. The method of clause B22, wherein the fleet comprises
two or more MCUs.
[0118] B24. The method of clause B22, comprising charging an
electric vehicle using the MCU at the second location.
[0119] B25. The method of clause B22, comprising using at the
second location alternating current electric service provided by
the MCU.
[0120] B26 The method of clause B22, comprising requesting
retrieval of the MCU from the second location after its energy
storage device is partially or fully discharged.
[0121] B27. The method of any of clauses B1-B26 wherein the MCUs
are configured to charge electric vehicles at a direct current
charging rate of 50 KW or greater.
[0122] B28. The method of clause B27 wherein the MCUs are
configured to charge electric vehicles at a direct current charging
rate of 100 KW or greater.
[0123] B29. The method of clause B28, wherein the MCUs are
configured to charge electric vehicles at a direct current charging
rate of 200 KW or greater.
[0124] B30. The method of clause B29, wherein the MCUs are
configured to charge electric vehicles at a direct current charging
rate of 400 KW or greater.
[0125] B31. The method of any of clauses B1-B26, wherein the energy
storage devices each have a full energy charge capacity of greater
than or equal to 100 kWh.
[0126] B32. The method of clause B31, wherein the energy storage
devices each have a full energy charge capacity of greater than or
equal to 400 kWh.
[0127] This disclosure is illustrative and not limiting. Further
modifications will be apparent to one skilled in the art in light
of this disclosure and are intended to fall within the scope of the
appended claims.
* * * * *